Motor



R. M. ANDERSON.

CARBURETER. APPLICATION FILED APR. 30. I915.

Patented July 29, 1919.

g l x ZzZUbweaaea:

RWm/md/ A nd/eraon/ 355m Him mega.

mYmom) m. ANDERSON, or cnrcneo; ILLmoIs; nssrenon' 'ro s'rnomnnne MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A. CORPORATION OF-ILLINOIS;

cAmUnE'rEn.

- Application fi1ed Apri1 so, 1915. Serial m. 24,849.

To all whom it may concern:

Be it known .that I, RAYMOND M. ANDER- SON a citizen of the United States, residing at 'cago, in the county of Cook and Stateof Illinois, have invented a certain new and useful Improvement in Carbureters, of

' Y which the following is a full, clear, concise,

and exact description, reference being had to the accompanying drawings, forming apart of this specification. J

My ventlon relates to carbureters for internal-combustion engines, and has for its object improved means for creating and maintaining the most desirable mixture pr0-. portions for the varying demands of the engine. with which the device is connected. 5

. In the prior art great difficulty has been encountered in attempts to rovide means for getting the proper rich mixture on startng and low running without interfering with the action of the carbureterupon' the higher speeds. This difliculty has been due vmainly to the fact that upon low suction the reduction in pressure is suflicient to lift the liquid hydrocarbon which is used for fuel out of the fuel-nozzle which is provided, as is well known in-the art, but isinsuflicient to take all of this fuel to the engine. The result is that the supply of the liquid hydrocarbon, such as gasolene, is insuflicient on starting and low running so far as that which actually goes to the encalled loading.

gine is concerned, while, as a matter of fact, the amount of fuel really lifted out of the nozzle would be sufiicient. This gasolene which is lifted out of the nozzle but which does not get to the engine settles on the sides of the carbureting chamber and collects whereopportunity afl'ords, and then, when the higher suctions are attained, this collected fuel goes to the engine with the regugreat. This detrimental action is commonly My 'vention is intended to eliminate both difliicultiesx That is, it provides the rich mixture upon starting and low running and at the same time prevents collection ofv the fuel in the carburetingchamber which, in turn, prevents loading. These results are accompl shed by providing a passageway which leads from the fuel nozzle'to afpointabove the throttle-valve which controls'the' passage'to the engine. This fuel --passage-- .panying drawings, in which:

Figure 1 is a vertical axial sect onal view,

way actually extends into the fuelnozzle Specificatio n'oi Iletters Patent. Patented July 29, 191L and in this the two functions are efl'ectively r I accomplished. Upon starting and low running the suction is concentrated upon the gasolene in the nozzle, so that a rich mixture is the result, the air being properly limited, and during this low-suction period, since this special passageway robs the nozzle of its. gasolene, there will be no issue, or substantially no issue, into the" carbureting chamber below the throttle.

chance forloading is created.

My invention is illustrated and,

Fig. showln'gthe fuel-nozzle in detail and on a larger scale. y

The casing 1 is provided with an air inlet 2 and a mixture-outlet 3,, thejlatterbeing surrounded by a flangeet, which may be In this way, .the carbureting chamber. is kept dry and no in the accom- 2 is a vertical axial sectional view secured to the manifold of an.internal-com bustion engine. The air-inlet 2 may be supplemented by openings 5- 5 in the sides of l the air-inletpipe, which openings may becontrolled by the rotatable valve 6so as to regulate the admission of air. A passageway, as is well understood, connects the airinlet and the mixture-outlet, and a Venturi tube 7 is secured in the vertical portion-of this. passageway, as shown. This Venturi' tube forms'the mixing-chamber 8. The carbureting-chamber is surrounded by a wateroutlet-pipes 10-10..

At the side of. the casing 1 a shelf 11 is provided, and a float-chamber 12 with the cover 13 is mounted; upon this shelf. A valve-seat member 14 is provided in the center of the shelf and is provided itself with a central assageway 15, throu h which gasolene may enter the float-chain er. The shelf is providedat the bottom with a pocket union being connected by means'ofpipiDg being mounted for reciprocating movement By means of the levers 2020, which are pivoted at 212 1, this valve is mechanically I v .connected'with the float 22. The gasolene which enters by way of the passageway 15 Jacket 9, which is'provided with inlet and w 16, in which a union 17 is disposed, this passes intothe float-chamber by way of the small Openings 23-23, and the float mechanism operates, as is well known in the art, to maintain a constant level of the gasolene.

This level is maintained at approximately the dot-and-dash line X-X.

The nozzle is illustrated at 24. It Wlll be seen that this structure is generally tubular in shape and is disposed in axial alinement with the vertical part of the passageway through the casing. In other words, this nozzle is disposed concentrically withthe Venturi tube, and the upper end of the nozzle terminates at a point slightly above the most restricted portion of the Venturi tube.

The nozzle is provided with an interior partition 25, which is clamped in place by a plug 26, and a tube 27 extends from the top of the nozzle downwardly concentrically With the partition 25 and through an opening in the plug 26. The bottom of the tube .fioat-chamber, the accelerating 27 is lodged in a plug 28 which, in turn, is threaded in another plug 29, screwed into the port 30 leading from the pocket 31. The

pocket-31 is connected with the float-chamber by means of a passageway 32.

It will now be seen that the opening in the plug 26 is considerably larger than the tube 27, so that there will remain a space 33 surrounding the tube for the passage of the gasolene. The gasolene can then pass upwardly through the annular space between the partition 25 and the tube 27 and out of the openings 3434 at the top of the nozzle. This is clearly shown'in Fig. 2.

It will be seen that'at the bottom of the partition 25 openings 35-35 are provided, these openings leading into the annular space surrounding the partition. This annular space, by means of openings 36-36, is connected with an 'accelerating well 37, which is cored in .the casting and which at the top is open tothe atmosphere by means of the restricted port 38. It will be seen that under conditions of no suction the gasolene will stand at a common level in the well 37 and the nozzle 24. It will be seen that below the normal level of the fuel the tube 27vis It will now be clear that when the throttleis closed, or nearly closed, that is, when it is closed as far as it can be, leavin a leak therethrough or therearoundpract1cally all of the suction,except that which is'satisfied by the limited passage of air, is concentrated upon the nozzle 24 by means of the tube or by-pass 41, which is carried upon a stud 42,

mounted in an opening 43 in the throttle 44, I is mounted-upon the shaft '45, which is adapted to be turnedby the which, in turn,

operator in any suitable manner.

The tube or by-pass 41 extends down and into the nozzle 24, as illustrated, and at the top an outlet 46 is provided. It will be seen that the tube 41 is in such position that when the throttle is opened by clockwise rotation, the tube will be made to extend down farther into the nozzle 24. I It will be seen that when the throttle is in its closed position, a bleeder opening 47 in the tube 41 is exposed above the nozzle 24, this being clearly; illustrated in Fig. 2. This permits the entrance of a slight amount of air to partly satisfy the suction concentrated upon the outletopening 46. In the main, however, the idea is to concentrate the suction which is transmitted down from the opening 46 upon the nozzle 24, in such a manner as to carry sufficient gasolene to the engine to produce a 3 rich mixture and at the same time to prevent any issue, or substantially any issue, through the openings 3434, the operation being in the nature of robbing the nozzle 24 of its gasolene so that it cannot feed into the Venturi tube under these conditions of low suction. All the gasolene that is taken out of the nozzle is carried up beyond the throttle, where it produces the rich mixture. The provision of the bleeder opening 47 is a refinement which may or may not .be desirable, dependent upon the conditions. If the passage. of air past the throttle when the throttle is closed as far as it can be is insufficient, this bleeder is necessary; and, on the other hand, the bleeder is unnecessary if sufficient air can pass the throttle in its closed position to create and satisfy the suction to the proper extent. Since on these conditions of low suction the gasolene is all'carried up through the bypass, there no possibility of loading, since there is no issue from the openings'34-34 105 the regular nozzle outletsito provide gasolene which could collect in the carbureting chamber. The result is that the chamber is kept'dry and subsequent loading prevented.

As the nozzle 24 is subjected to the higher 11 suctions, however, the issue from the open ings 34-34 begins, but at such a time the suction is suiiicient to carry all the gasolene which issues in this way to the engine. As

the throttle is opened, the by-pass 41 gradu- 11 ally loses its efl'ectiveness, and, finally, its functioning is negligible, if, indeed, it functions at all. The transfer from the by-pass supplywto the regular nozzle supply is made 1 more gradual by the provision of the proper supply at starting, with the inclusion of the bleeder 47. As the throttle is opened the bleeder 47 moves downwardly into the tube 27 and thus their action-is removed, concentrating all the remaining suction on the 125 nozzle, without bleeding. If the suction'at 46 in these subsequent stages is less, the effect of'the by-pass upon the nozzle is less and 1t will be seen that the automatic cutting out of the bleeder extends the efi ectiveness 0 I the proper mixture through the openings 4040 and then upwardly and out of the openings 3434.

This provides the desirable increase of fuel upon the increased demand of the engine, and at the same time is such that, as the suction increases, the flow of fuel will not Y become too great, since after the well 37 is exhausted the supply is limited to what can pass upwardly directly from the float-chamber, as has been described. If the engine continues, there is no opportunity for the well 37 to be filled, but when it comes to rest or comes to an idling condition, removing suction from the openings 34-34, the well will fill and thus be ready for the next increase in demand.

-After the well 37 has become emptied, the

air entering the restricted passageway 38- will pass upwardly through the nozzle and will displace some of the gasolene so as to partly retard the gasolene supply and thus prevent abnormal increase in the issue of gasolene.

I claim as new and desire to secure by Letters Patent of the United States:

. 1. In a carbureter, a carbureting chamber 2 having an.a.ir-inlet and a fuel-outlet, a butterfly throttle valve controlling said outlet, a fuel-nozzle leading into said carbureting chamber, and a by-pass carried by said u throttle, leading from the interior of said nozzle to and through the throttle.

2; In a carbureter, a carbureting chamber having an aireinlet and a fuel-outlet, a throttle valve-controlling said outlet, a fuel-nozzle leading into said carbureting chamber, and a by-pass leading from the interior of said nozzle to a point above the throttle, said by-pass being hung from a shaft set in said throttle.

. 3. In a carbureter, a carbureting chamber I having an air-inlet and a fuel-outlet, a throttle valve controlling said outlet, a fuel nozzle'leading into said carbureting chamber, and a by-pass leading from the interior of said nozzle to 'a point above the throttle, said by-pass at its upper end being coiled about a shaft set in said throttle and having its outlet feeding to the engine side of the throt tle when the throttle is in closed position.

5. In, a carbureter, a carbureting'chamber having an air-inlet and a fuel-outlet, a throttle valvecontrolling said outlet, a fuel-nozzle leading into said carburetingchamber, and a by-pass leading from the interior of said nozzle to a point above the throttle, and a bleeder in said by-pass, and means for closing said bleeder by the opening of the throttle.

6. In a carbureter, a carbureting chamber having an air-inlet and a fuel-outlet, a throttle valve controlling said outlet, a fuel-nozzle leading into said carbureting chamber, a by-pass leading from the interior of said nozzle to a point above the throttle, said bypass being hung from a shaft set in said throttle, and 'a bleeder in said by-pass, said bleeder being arranged to pass within the nozzle when the throttle is opened.

7. In a carbureter, a carbureting chamber having an air-inlet and a fuel-outlet, a throttle valve controlling said outlet, a fuel-nozzle leading into said carbureting chamber, said nozzle having a central chamber, an intermediate chamber and an outer chamber,

RAYMQND M. ANDERSON. Witnesses: I

Lrsnm W. FRICKE, ERNEST W. Karma. 

